Railway traffic controlling apparatus



March 21, 1939. J J, VANHORN 2,151,061

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INVENTOR James J hom?.

HIS ATTORNEY March 2l, 1939. J. J. vANHoRN 2,151,061

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Feb. 24, 1958 4 Sheets-Sheet3 G:D- @l M H5 H5 www USQMHS mais INVENTOR James J. BY

v L 1715l ATTORNEY March 21,` l1939. J, J, VAHORN '12,151,061

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Feb. 24, 1938 4.sheetssheet4 f 4f? V' Y f 125 9N M LHS 5 9N 7m ,6 I Y 7 8F me vri imi Y 164 i YField Waffen #Office Jlazon of Code Syszezm of Code fgsem.

y .INVENTOR James J 17]?0101?.v

HB ATTQRNEY Patented Mer. 21, 1939 RAILWAY TRAFFIC CONTROLLING APPARATUS.lamesl J. Vanhcrn, Swissvale, Pa., assignor to The Union Switch &Signal Company, Swissvale, Pa., a corporation of PennsylvaniaApplication February 24, 193s, serial No. 192,271

Y l 18 Claims. .My invention relates to railway traffic controllingapparatus, and particularly to apparatus for. use in connection withremotecontrol systems 'forvr railways. vIn systemsr of this character,it is customary to governV wayside signals and track switches from aremote control point, usually the dispatchers oice, and to transmit tothe point of 'control` indications of the positions of the varioussignals in order to keep the operator informed as to the signalindications displayed.

A featurer of my invention is the provision of novelfand improvedremotecontrolled apparatus for reverse signaling, that is, signaling topermit Y depending upon the track route set up, selection between aclear and a permissive manual block signal being also effected accordingto the traffic condition ofthe stretch of track in advance of thesignals. A still further feature of the invention k is the provision ofmeans to indica at a remote oflice station the clear and permissivepositions of a signal when it functions as a manual block signal, aswell as to indicate the positions of the signal when itl functions as asemi-automatic signal. Again, a feature of my invention is the provisionof means in centralized traffic control systems of the type hereinvolved for protection againsta hidden lockout condition. Also, a

feature of the invention is the use of the usual call-on signal controlapparatus for governing manual block signals. Other features andadvantages of my invention will appear as the specification progresses.

I shall describe one form of apparatus embodying my invention, and shallthen point out the novel features thereof in claims.

Referring to theaccompanying drawings, Figs. lar and 1b, when placedwith Fig. lby at the right of Fig. la, are a diagrammatic view of oneform of rapparatus embodying my` invention applied to a stretch ofdouble track railway. l Figs. 2a. and 2b=are diagrammatic views ofremote controlled apparatus for governing the relays and circuitsofiFigs; la land 1b. Fig. 3 is a diagrammatic view of indicationapparatus for indicating at'the ofce station the position of' certain ofthe wayside' signals of Fig. 1a'. Figs. 4 and 5 are diagrammatic viewsof thefoperating circuits of cern Vtain of the signals of Fig. la. Ineach of the Y several views, similar reference characters refer to:similar parts.

(ci. 24e-3) Referring to Figs. 1a and 1b, the lineargraph at the top ofthe drawings illustrates a stretch of double track railway of which EBand WB are the eastbound and westbound tracks, respectively. Twocrossovers 3C and 5C are provided at a location AI near the west end ofthis stretch of railway for changing of trains from one track to theother. Likewise, at a location A2 near the east end of the stretch, twocrossovers 'IC and 9C are provided. The track switches of these fourcrossovers would be preferably power operated by standard switchoperating mechanisms (not shown), such mechanisms being controlled froma central 4office station, to be referred to more fully hereinafter. Thecontrol of such power operated switch mechanisms is omitted from thedrawings as it is not required to illustrate the present invention. Thetracks EB and WB are preferably arranged into track sections andprovided with automatic signals for governing trac in the normaldirection, and the westbound track WB is provided with apparatusaccording to my invention for reverse signaling. This signalingcondition is indicated by the double arrows placed on the westboundtrack WB and by the single arrow placed on the eastbound track TB. Theautomatic signals provided for the tracks EB and WB between locations AIand A2 would be in accordance with stan-dard practice and are also notshown for the sake of simplicity, since they are not required toillustrate the present invention.v At location Al, two detector tracksections 3T and 5T are formed for the tracks EB and WB, respectively,these track sections extending to the limits of the crossovers 3C and5C. Also, at location A2, two detector track sections lT and STextending to the limits of the crossovers IC and 9C are provided. Eachof these four track sections is provided with the usual track circuitwhich includes a track relay. These track relays for the sections 3T,5T, 'IT and 9T are indicated by the reference character R with a prefixcorresponding to the track section, and the association of a track relaywith its track section is indicated by a dash line.

Before proceeding further with the description, it should be pointed outthat the contact fingers of these track relays, as well as the contactfingers of other relays to be described later in the specification, arein most instances shown remote from the winding of the relay. In eachsuch case, the contact nger is identified by the reference charactercorresponding to that of the relay by which it is operated, and thecontact finger is shown in the position corresponding to the normalposition of the relay. It should also be pointed out at this time thatthe track switches of the Crossovers 3C, 5C, lC and 9C would haveconnected therewith switch circuit controllers for opening and closingcontacts according to the position of the crossovers. In order tosimplify the drawings, the contacts of such switch circuit controllersonly are shown, and the contacts are given as a reference character thenumeral corresponding to that of the associated crossover, plus theletter N or R, according to whether the contact is closed at the normalor the reverse position of the crossover, and in addition the contactbears a distinguishing numeral. For example, the contact 5N-2ll of Fig.1c is actuated by the crossover 5C and is closed at the normal positionof the crossover, and the contact 3R-2l is actuated by the crossover 3Cand is closed a the reverse position of crossover 3C.

At location Al, eastbound movements are governed by signals R2 and R4,and westbound movements are governed by signals L2 and L4. Signals R5and R8 govern eastbound movements at location A2, and signals L5 land L8govern westbound movements at location A2. The signals R2, L4, R6 and L8are in each case provided with two signal mechanisms mounted on the samemast, the top and bottom signal mechanisms being identified as A and B,respectively. Since, as pointed out hereinbefore, the tracks EB and WBare equipped with automatic signals, the signals at locations AI and A2would be semi-automatic signals controlled in part by the automaticsignal apparatus and in part by a remote control or centralized trafficcontrol system, to be later described. According to my invention, thesignals RB2 and R4 are also controlled by the remote control system asmanual block signals to direct train movements against the normaldirection of traflic on the track WB. Looking at location Al andassuming the crossover 5C to be in its reverse position, the signal R4would function as a semi-automatic signal to direct a movement east onthe track EB, but, if the crossover 5C is normal, the signal R4 would beused as a manual block signal to direct movement east over the westboundtrack WB. In a similar manner, the signal RB2 would at times function asa semi-automatic signal, and at other times as a manual block signal,depending upon the route set up by the Crossovers 3C and 5C.

The type of wayside signal is immaterial, and standard three-positioncolor light signals may be used.

The operating circuits for each of these signals are governed by asignal control relay, each signal control relay being identified by thereference character I-I with a prex corresponding to the referencecharacter of the signal it controls. Looking at signal R2, for example,the operating circuits for the top signal mechanism A are governed by asignal control relay RAZH, and the operating circuits for the bottomsignal mechanism B are governed by a relay RBZH. It will be understood,of course, that the position of signal RAZ is further governed by theusual line circuit control responsive to traflic conditions in advanceof the signal. In a similar fashion, the signal control relays R4H,LAlI-I, LBllI-I and L2H govern the respective signals at location Al. Atlocation A2, the signal control relays LAI-I and LSI-I govern theoperating circuits for the respective signals LA8 and L6. The signaloontrol relays for the other signals at location A2 are vnot-shown, inorder to not unduly complicate the drawings. since such relays are notinvolved in the instant invention. Y

` In order that the signals RB2 and R4 at location Al may be used asmanual block signals, the operating circuits of the respective signalsare also governed by the relays RB2D and RAD, respectively. One form ofoperating circuits that. may be used for signal R2 is illustrated inFig. 4. When the control relays RA2II and RBZI-I `are deenergized,closing the respect-ive back contacts GSS and 91, the lamps |53 and i99of the respective'mechanisms A and Boi signal R2 are illuminated todisplay a stop signal. RAZ-I and the usual line relay 2M picked up,closing iront contacts 24B and 202, respectively,

With relayV and with relay RBZI-I released, the green lamp 293 ofmechanism A and the red lamp |99v of mechanism B arel illuminated todisplay a clear semi-automatic signal. are such that line relay '2M isdown, closing back contact 5244, then the yellow lamp 245 Visilluminated in place of the green lamp 243 toy dis-Y play a permissivesemi-automatic signal. With control relay RB2H and relayRBED picked-up,closing the respective front contacts 265 and 261, and with relay RAEHreleased, then thegreen lamp Et of mechanism B is illuminated under thered lamp I9@ to display a clear manual block signal. relay RBZDreleased, closing its back contact l, the yellow lamp Ell of mechanism Bis illuminated under the red lamp ISS to display a permissive manualblock signal. This last arrangement would also be used to display asemi-automatic signal, distinction between a permissive manual blocksignal and a semi-automatic signal by the mechanism B of signal R2 beingdetermined by the position of the crossovers 3C and 5C.

Looking at Fig. 5, when the control relay R4H and relay`R4D are bothpicked up, closing the respective front contacts 2li, and 2l2, the greenlamp 2l3 of signal `R4 is illuminated to display a clear manual blocksignal. If relay R4D is released, closing its back contact 2l4, andrelay R4H is picked up, then the yellow lamp 2|5 of Again, with relayRB2II picked up and If the Vtraffic conditions signal R4 is illuminatedto display a permissive R4H. The operating circuits for the other sig-`nals are not shown, and it is deemed suilcient to point out that when asignal control relay is released the associated signal displays a stopsignal, and when the signal control relay is picked up the signaldisplays a proceed signal.

The stop position of each of the wayside signals is checked through themedium of a relay identied by the reference characters GP with a preXcorresponding to the signal. These checking relays are normallyenergized over back con-k tacts of the associated signal control relays.Looking at relay REG? for'signal R2 (Fig. 1a), the circuit involvedextends from terminal X of any convenient source of current, such as abattery not shown, back contact 22 of signal control relay RBZI-I, backcontact 23 of signal control relay RAZH, winding of relay RZGP, and toterminal Y of the current source. The checking relays R4GP, L4GP andLZGP at location Al are each normally energized over a circuit. similarto that described `for relay RZGP, asV will be understood by aninspection of Fig. 1a'. The checking relays GP for the signals vatlocation A2 trame locking circuit, and which circuit includes adirectional relay and a directional repeater relay., as well asa currentsource at each location.

This traine locking circuit is completed between the two` locations overline wires 2lir and 25 in the track `WB, such front contacts beingillustrated by the TR contacts 98 and 99 of Fig. V101.. That. is to say,contacts TR-98 and TR-SS are openf as long was the track WB between thelocations` AI and A2 is occupied. The traffic locking circuit is alsoAgoverned by circuit networks at each of the two locations, whichnetworks will be taken. up and referred toewhen the operation of the`apparatus is explained. AtV this point, it is suicient to note thatthis trafc locking circuit is4v conditioned by the network, when aneastbound movement from location AI on track WB is to be made,toenergize a directional relay 4F at location AI by current suppliedfrom a battery 26 at locationAZ, the windingofa repeater relay 4FP atlocation A2 being serially interposed in the circuit. When a westboundmovement is to be made from location A2 over track WB, the trafficlocking circuit is conditioned by the network to energize a directionalrelay 8F at location A2 by `current, supplied from a battery 21 atlocation AI,v a repeater relay 8FP at location Al being seriallyinterposed in the circuit.

Two trailc following stick relays 4FS and 8FS placed atV locations Aland A2, respectively, are associated with the traffic locking rcircuitfor protection against a hidden lockout condition of the remote controlapparatus as well as to effect lpermissive manual block signal for thesignals RBZ andR4 in a manner to later be described. Looking at thetrafc following relay 4FS, for eX- ample, a pick-up circuit is formedfor this relay when the associated directional relay 4F is picked -upanda train enters either of the track sections 3;'1- orST.. This pick-upcircuit comprises a front contact 5N-|02, and two branch paths one ofwhich includes back contact STR- IM and the other'of which includes backcontact- 3'12R-I04 and.r contact 3R-IIJ3. With the traiiic followingrelay 4FS picked up, it is retained energized subsequent to the releaseof the directional relay 4F in. a manner to later appear over a simplestick circuit including back contact /4Fz-l05. The trafc following relayBFS at location A2 is controlled by circuits governed by the associateddirectional relay 8F, the track relays 'I'IRand 9TR, andthe position ofthe'crossovers 9C and 1C, and which circuits are similar to thosevdescribed for 'relay AFS and the description need Y each HSrelay with aprefix corresponding to the signalit governs. The system for controllingthe HSr relays from a remoteo'ice station may be a direct wire systemusinglalinewire for` each relax/,gor may be. acode system` usinga..single two-wire line circuit for controlling all the relays'. I shallassume that the remote control or' centralized trailic control system tobe used is the time code system described and claimed in the UnitedStates application for Letters Patent Serial No. 600,786, filed March23, 1932, by L. V. Lewis for Remote control systems, and to whichapplication reference is made for a full understanding of such systems.It is suiiicient for the present application to point out that two linecoding storage units |-2 and 3 4 shown conventionally in Fig. 2a andFig. 2b are located at each eld station adjacent the respective1ocations Al and A2, and are selectively operated in response to codesignals sent from a central office station (not shown). When a storageunit is operated, positive energy is made to appear at the terminals 4,5, 6 and 1 of the unit, according. to the code signal operating theunit. Positive energy is applied to the terminals 4 and 5 of theoperated unit only during the reception of the code signal to pick upthe selected HS relay. Positive energy remains on the terminal 6 of theoperated unit subsequent to the sending of the code signal for holdingthe selected HS relay energizedover a stick circuit. Two relays 2USR and4USR are provided at the location Al and are operated by the codingstorage units when the code signal transmitted causes positive energy toappear at the terminal 'l of the associated unit. The relays ZUSR andliUSR are selected by the operator when he desires to provide the usualcall-on signal in connection with movements in the normal direction oftraffic and when he desires to operate the signal RB2 or R6 as a manualblock signal. At location A2, only the code controlled relays LSHS andLBHS for the signals L6 and L8 are shown since these two remote or codecontrolled relays and their control circuits are suicient for a fullunderstanding of my invention.

Fig. 3 diagrammatically discloses apparatus for indicating at thecentral oflice station the position ofV the signals at location Al, thatpart of the apparatus included in the centralized traic control systembeing indicated in Fig. 3 by dash lines between the eld station and theoiiice station, since this part of the apparatus is not required forillustrating my invention and may be in accordance with that describedin the afore` mentioned Lewis application Serial No. 600,786. Whensignals R2 and L2 are at stop so that relays RZGP and LZGP are pickedup, closing front contacts 28 and 29, respectively, the lamp 3U at theoffice station is illuminated to indicate the stop position of these twosignals. With either signal mechanism RBZ or RA2 of signal R2 operatedto a proceed position and relay RZGP deenergized, closing back contact3l, the lamp 32 at the oce station is illuminated to indicate theproceed position of signal R2. Again, when relay LZGP is deenergized,closing its back contact 33 in response'to the signal L2 being operatedto a proceed position, the lamp 34 at the cnice station is illuminated.In the event the crossover 3C is inits reverse position and crossover 5Cis normal, and relays RBZD and RBZH are energized in a manner to belater described to clear signal RB2Y as a manual block signal, a circuitis formed at the field station including back contact 3l of relay R2GP,contact 3R-35, contact 5N- 36, and front contact 31 of relay RBZD, andthe lamp 38 at the oce station is illuminated to indicate the clearposition of signal RBZ' as a manual-block-f signal. The lamp,y 32'willalso be illuminated .due to the closing of back contact R2GP-3L Thus,the lamp 32 Will indicate that the signal RBZ is operated and the lamp38 will indicate that a clear manual block signal is displayed by signalRBZ. If, under this track route, the relay RB2D remains deenergized andrelay RBZH is energized so that a permissive manual block signal isdisplayed at signal RBZ, a circuit is formed at the eldstation, the sameas traced above up to contact .5N-36, and thence over back contact 39 ofrelay RDZD, and the lamp Ml at the oilifce station is illuminated. Thistime the lamp 32 will indicate that signal RB2 is operated and the lamp40 Will indicate that a permissive manual block signal is displayed. Thelamp 43 is illuminated by means of a circuit completed at front contact4l of relay R4GP and front Contact 42 of relay L4GP at the eld stationto indicate to the operator the stop position of signals R4 and L4. Withthe crossover-5C in its reverse position and relay R4H energized tooperate signal R4 as a semi-automatic signal, the back contact 44 ofrelay R4GP is closed and the lamp 45 at the office station isilluminated. Again, if relay LAM-I or LB4H is energized and the signalL4 is operated, back contact 4B of relay L4GP is closed and Y the lamp4l at the omce station is illuminated.

In the event the crossover 5C is normal and relay R4D is energized alongWith relay R4H to clear the signal R4 as a manual block signal, acircuit including back contact R4GP-44, contact 5N-48 and front contactR4D-49 is completed, with the result that lamp 59 at the omce station isilluminated to. indicate the clear position of the manual block signalR4. The lamp 45 will also be illuminated since back contact R4GP--44 isclosed. Thus, lamp 45 Will indicate that signal R4 is operated and lamp50 Will indicate that a clear manual block signal is displayed at signalR4. If relay R4D remains deenergized so that a permissive manual blocksignal is displayed at signal R4, the field station connection iscompleted at back contact R4D-5 I, and the lamp 52 at the olce stationis illuminated to indicate the permissive position of the manual blocksignal, the lamp 45 being also illuminated. When the traiiic followingstick relay 4FS associated with the trallc locking circuit at locationAI, is picked up in response to a train moving totrack WB at location AIin a manner to later be described, the closing of front contact 53 ofrelay 4FS completes a circuit connection at the iield station forcausing the lamp 54 at the oflice station to Vbe illuminated to indicateto the operator that an eastbound movement over track WB is being made.The indication apparatus associated with the location A2 for indicatingthe position of the signals at location A2 is omitted since it forms nopart of my present invention.

To described the operation of the apparatus, I shall rst point out instep-by-step fashion the operations necessary to operate the signal RAZas a semi-automatic signal, it being assumed that the circuits andrelays, as Well as the crossovers are normally in the positionsillustrated in the drawings. The operator at the oce station sends thenecessary code signal to operate the unit [-2 at location Al (Fig. 2a)so that positive energy appears at terminals 5 and 6 of that unit. Withpositive energy applied to terminal 5 of unit I-Z oi Fig. 2a, the relayRZHS is picked up over contact .3N-62 in multiple with front contactL4GP-63 and back contact SFP-64, Winding of relay RZHS, contact 5N-65and to the negative terminal Y; Subsequent to the sending of the codesignal, the relay R21-IS is retained energized by a stick circuitextending from terminal 6 over resistance 6|, front contact 66 of trackrelay 3TR, contact 3N-61, back contact 68 of the opposing code relayLZ1-IS, front contact 69 and Winding of relay RZHS, contact 5N-65 andterminal Y. With the-'code controlled relay R21-IS thus selected, thesignal control relay RA2II receives current from terminal X (see Fig.1a) over back contact MHS- 10, contacts 5N-Il` and 3N--12, front contact13 of relay REHS, contact 3N-14, front contact STR-l5, Winding ofV relayRAZH, contact RZHS-TS and to terminal Y, `and the relay RAZH ispickedup. As explained hereinbefore, the picking up of relay RAZI-Icauses sigis to be understood, of course, that signal control relay RAZHWould also be controlled by approach locking circuits of any desiredform as Well as by the apparatus of the automatic signal system fortrack EB. When the relay'RAZH picks up, opening back contact 23interposed in the circuit of relay RZGP, relay R2GP is released closingits back contact 3| and the lamp 32 (see lFig.V 3) at the office stationis illuminated. In case the Crossovers k3C and 5C are both set at theirreverse positions prior to the code controlled relay R21-IS beingselected, the signal control relay RB2I-I is picked up to operate thesignal RB2 as a semi-automatic signal; Looking at Fig. 1a, the circuitfor relay RB2I-I comprises terminal X,

back contact MHS-10, contacts 5R-I1 and' 3Rf'l8, frontV contactR2IIS-'l3, contact 3R-1S, back contact 80 of relay RA2I-I, Winding ofrelay RB2H, front Contact RZHS-IG and terminal Y. With relay RBZHenergized, the operating circuit for lamp 2H) of signal RB2 is closedand the signal is operated toa proceed position, this position beingindicated at the office station by means o1" lamp 32, in the manneralready explained.

It should be explained at this point that to op erate signal RB2 as acall-on, signal Whenthe crossovers 3C and 5C are normal the operatorwould modify the code signal operating unit I-2 at location Al e (Fig.2a) so as to not only select relay'RZHS, in the manner explained above,but positive energy would also appear at terminall of unitV I-r-2 andrelayZUSR would be picked up over a simple circuit and then retainedenergized over a stick circuit involving back contact 8l of relay LZ1-ISand front contact 82 of relay RZHS. With both relays R2HS and ZUSRpicked up, the relay RBZH receives current over a circuit including theelements: terminal X, back contact LZHS-TIL contacts 5N-II and 3N'I2,front contact REBS- 13, contact 3N-83, front* contact 2USR84, and thenceas previously traced, the relay RA2H not responding to this circuit dueto some traii'icr conditions. Under these circumstances, the signal RB2would display the usual call-on signal to permit a train to pass thesignal R2, notwithstanding some unusual traiilc condition. u

In the event the crossover 5C is reversed and signal R4 is to beoperated yas a semi-automatic signal, the operator transmits a codesignal to select relay R4HS, the code signal operating the unit 3-7-4 atlocation Al (Fig. 2a) to cause positive energy to appear at theterminals 5 and 6 of that unit. The code controlled relay R41-IS ispicked up by current flowing from terminal 5 of unit 3 4 over frontcontact L2GP55, contact 5R-56, Winding of relay R4HS, contact 3N-8l andterminal Y. Thev stick circuit for relayvR4I-IS extends from terminal 6of the associated unit nal RAZ to be operated toa proceed position. It Y'3-4 over resistance 51, contact 5R-58, back contact 59 of `relayL2HS,back contact 60 of relay L4HS, front contact 941 and Winding ofrelay 'R41-IS, contact 3N-81, and thence to the terminal Y. With relayR4HS selected, the signal control relay R41-I is provided with a pick-upcircuit including terminal X (see Fig. 1a), back contact MHS-10, contact5R11, contact 3N-95, front contact 96 of relay R4HS, Winding of relayR4H, `front Contact 91 of relay R4HS and terminal Y. With relay R4Henergized, the lamp 2|5 (Fig. 5) of signal R4 is illuminated to displaya proceed 'semi-automatic signal. This position of signal R4 isindicated at the oflice station by lamp 45 (Fig. 3) being illuminated,since the relay R4GP is released, closing back contact 44 when relay R4His picked up.

' The operation thus far is in accordance with standard practice, and itis believed the above description 'for the operation of signals R2 andR4 as semi-automatic signals Will serve to illus- -tratethe control ofthe other signals at location Al as Well as the semi-automatic controlof the signals rat location A2, except as the operation of signals L6and L8 Will be referred to hereinafter.

I shall next describe the steps involved in controlling the signal R4 asa manual block signal,

the crossovers 3C and 5C beingr normal for a train 'to move east overthe track WB. The operator transmits a code signal necessary to operatethelunit 3-4 at location AI (Fig. 2a) to select the relay R4HS and alsothe relay 4USR. The lpick-up circuit for relay R41-IS diiers from thatused when signal R4 functions as a semi-automatic signal in that it nowincludes terminal 5, ycontact .5N- 85 and back contact 86 cf relay 8FP.It is to be noted that back contact BFP--t` prevents the relay R4HS fromresponding to the code signalin the event that the traic locking circuit-is .conditioned for Westbound traflic and the relay `8FP is picked upin a manner to be shortly described. The stick circuit for relay R41-ISis now formed over terminal 6, resistor 51,

' front contact WTR-|06, front contact |01 of the fro directionalrelay4F of the traflic locking circuit and contact 5N-|08, or it may beformed over a path including front contact |99 of the traffic followingrelay 4FS. Thus, to' retain relay RGHS energized after .completion ofthe code signal, it is necessary that the traffic locking circuit beconditioned to energize the directional relay 4F. The relay 4USR'responds to the code signal, since positive energy appears at theterminal 1 of the associated unit 3 4, and the Yrelay 4USR is thenretained energized over its stick circuit including back contact. ofrelay L4HS and front contact :H Uofrelay R4HS.

When the ycode controlled relay R4HS is rst picked iup by the codesignal, the traflic locking circuit is conditioned for energizing thedirectionalrelay 4F and the repeater relay 4FP, to select the eastbounddirection of trarne from loca- LtionAl to location A2 over the track WB.Starttact ETR-l i3, front contact ||4 of relay R4HS,

contact :5N- 20, winding of relay 4F, Contact 5N-|8|fr.ont contactR4HS-l |6, front contact SIR-.al 4.1 .line ywire Y25over the contact'IR-99 of the intervening track relays, front contact STR- l I8 (Fig.lb) back contact LBHS-I I9, contact 9N|20 in multiple with front contact1TR| 14 and back contact L6HS| 95, back contact SFS-IZI, back contact8F-|22, and to battery 26. Relays 4FP and 4F are now picked up. It willbe understood, of course, that this traiic locking circuit will also begoverned by the usual approach locking circuits at locations Al and A2.The picking up of relay IFP prevents the relays LSHS and LSI-IS fromresponding to a code signal to provide an aspect on signals L6 or LABfor a train movement toward location A2 on track WB due to the fact thatback contacts SFP-|23 and iFP-|24 (see Fig. 2b) are interposed in therespective pick-up circuits for these code controlled relays. Thepicking up of the directional relay 4F closing its front contact |01completes the stick circuit for the code controlled relay R4HS, as eX-plained above. With both relays R4HS and 4F rpicked up, the signalcontrol relay R4H is then selected by current flowing from terminal Xover front contact 4F|25 (Fig. la), back contact LHS-lZ, contacts 5N-I21and 3N-95, front contact R4HS-96, Winding of relay R4H, and to terminalY over contact R4HS-91. The next step is to energize the relay R4D, forwhich a circuit is formed from terminal X over front contact 4F|28,contact 5B1-|40, Contact 3N-|29, front contact 4USR-I30, front contactR4H-Hl, winding of relay RAD and terminal Y. As previously explained,when both relays R4H and R4D are picked up, the lamp 2| 3 of signal R4is illuminated to display a clear manual block signal. Since relay RAGPis released, closing its back contact 44 (see Fig. 3) when the signal R4is operated, the lamp 50 is illuminated to indicate the clear positionof signal R4 as a manual block signal, the lamp being also illuminatedto indicate that the signal R4 is operated.

When the train moves past signal R4 into section 5T and shunts trackrelay STR, the traiiic locking circuit is opened at front contacts ||3and l l1 of relay ETR so that the directional relay 4F is deenergizedand releases at the end of its slow release perio-d. During the intervalthe relay 5TR is down and relay 4F is up, the trafc following relay FSis picked up over back contact STR-IN and front contact 4F|00 and isthen retained energized by its stick circuit. Since front contact ETR-I06 is interposed in the stick circuit of code controlled relay R4HS,relay R4HS is released before the traflic following relay 4FS picks upto close at front contact 4FS-I09 a second path in the stick circuit ofrelay R4HS. It is to be noted that front contact ETR-|32 and resistance|33 are connected across the winding of relay R41-IS, causing the relayR4HS to be slow releasing so as not to release at the end of the codesignal before relay 4F is picked up, closing the stick circuit forVrelay R4HS. With the shunting of track relay STR opening front contact`|32, the slow release feature of relay R41-IS is removed, and therelease of relay R4HS in response to the train entering the tracksection 5T is assured. With the release of relay R4HS the relay @USR isalso released.

The relay 4F remains deenergized and relay iFS remains energized untilthe train moves east and vacates the track section 9T at location A2,and .the track relays are all picked up to reclose the traic lockingcircuit. In the even a second train is to move east over the track WBbefore the first train vacates the stretch, the operator would transmita new code signal to select the relays R4HS and USR. The relay RAHS isnow retained energized over its stick circuit completed at the frontcontact IFS-m9. The signal control relay Rel-Iris reenergized inresponse to the selection of relay R41-IS inasmuch as its circuit isprepared at the front contact 4FS--I34- Relay RGD, however, is not atthis time energize-d because its circuit remains open at front contact4F--l 28. Under this set-up of the controlling relays, the lamp 2&5 ofsignal R4 is illuminated to display a permissive manual block signal.Because relay RD is not energized, the closing of its back contact 5I(see Fig. 3) causes the lamp 52 to be illuminated to indicate thepermissive posi- Vtion of the manual block signal R4.

` When the crossover 3C is in its reverse position and crossover 5C isnormal for a train to move .east from location Al over track WB, thesignal RB2 is used as a manual block signal. Under this route condition,the operator, to operate signal RB2, would transmit a code signal tooperate unity |2 at location AI (Fig. 2a) and select the vrelays R21-ISand ZUSR.` The pick-upl circuits tact 5N-25, winding of relay 4F,contacts 5N- l8| and 3R-l l5, front contact RZHS-BZ, front ContactSTR-283 and back contact RHS-IEE. With the relay 4F picked up, the stickcircuit for .relay R21-IS is completed, the effective path includingfront contacts iF-I 3B and STR- |39 and contact 3ft-|41. At the nextstep, the signal control relay RBZH is energized, the network for relayRBZH (Fig. la) now extending from terminal X over front contact 4F-l 25,back contact LdHS-IZ, contacts 5N--I21 and SRF- 18, front contactR2HS13, contact 3R-19, back contact 80 of relair RAZI-I, winding ofrelay RBZI-I, front contact RZHS-TS and terminal Y. The next operatingstep is that or" energizing the relay RBZD which now receives currentover front contact tF-l2, contacts N-lll and (5R-IM, front contactZUSR-MZ, front contact RB2H--ll3, winding of relay RBZD and to theterminal Y. As. previously explained, this setup of relays is effectiveto cause the lampi 288 of signal RB2 to be operated to display a clearmanual block signal. As explained in connection with Fig, 3, thiscondition causes the lamp 38 at the oice station to be illuminated toindicate the clear position of signal RB2 as a manual block signal, thelamp 32 being also illuminated to indicate that signal R2 is operated..

The train, on advancing past the signal RB2 to enter the section 3T,shunts the'trackrelay STR, and that relay, upon releasing, opens thetraflic locking circuit at front contacts |36 and IBS so that the relay4F is deenergized and releases at the end of its slow release period.The traflic following relay 4FS is picked up over the circuit includingback Contact STR- lille and front contact liF-ld in response to thetrain entering the track section 3T, and is then retained energized byits stick circuit. The relay RZHS is also released in response tothetrain entering section 3T, since the front contact STR- |39 isinterposed in the stick circuit for relayRZI-IS. In this connection, itis to be noted cluding front contact FS-|46 and contact .'iR--i'L Withrelay R21-IS released opening its front Contact RNIS-82, the relay 2USRis also released.

In order to permit a second train to follow east over track WB beforethe rst train vacates the stretch, the operator must send a new codesignal to select the relays R21-IS and ZUSR. This time, the stickcircuit for relay RZHS is formed over the path including front contactliFS---Hlli and contact iR-i4?. Again, the signal control relay RB2H ispicked up, but the relay RB2D remains released since iront contact4F-I28 remains open. The lamp 2m of signal RB2 is now operated todisplay a permissive manual block signal, and the lamp dll isilluminated at the oflice station to indicate this permissive positionof the signal. t is to be noted that as long as the eastbound trainoccupies the track WB the fact is indicated at the oflice station bylamp 54, since the front contact @FS- 53 isclosed. It follows from theforegoing discussion that the signals R4 and R2 at location AI areoperated by the remote control system either as semi-automatic signalsor as manual block signals, depending upon the route set up. Y

Returning to the control of theV code controlled relay R41-IS, it is tobe observed that if for some reason relay 4F should fail to pick up toestablish the direction of traic the relay RHS would release, as energyis applied to the terminal 5 of the unit -li of Fig. 2a only during thereception of the code signal and its stick circuit is open at frontcontact iF-l 6l. Likewise, if relay FS failed to pick up when the trainpasses Ythe signal Re, then a subsequent coding of the relay Rel-ISwould be ineffective, since the stick circuit for relay RiHS is o-pen atfront contact 4FS-I U9. Therefore, when relays 4F and 4FS fail toproperly operate, the relay R41-IS cannot be selected. If relay RdHS wasto be selected improperly, although the signal R4 would not be cleared,the operator might overlook that he had coded this particular controland the centralized traic control system would be rendered ineffectiveto operate any of the opposing HS relays; A failure of this type,commonly referred to as hidden lockout, is avoided by virtue of therelays'llF and 4FS controlling the stick circuit of the code controlledrelay RltHS. A similar protection is accomplished when the route is setup for signal RB2 to be operated as a manual block signal. This time,the code controlled relay RZHS is not retained energized subsequent to acode signal if the directional relay 4F fails and is not picked up toclose the stick circuit of relay R21-IS at front contact dF-l, Also, asecond code signal is not effective to select the relay RZHS if thetrafc following relay FS is not picked up to prepare the stick circuitfor relay R21-IS. Thus, a hidden lockou condition for code relay R21-iSis avoided by virtue of therelays 4F and 'JFS con- Y fro position,,andassuming .the signal L8 at location A2 is tobe 'operated foramovement west on the `track WB, the operator sends ar code signaleffective 'to operate 'the unit 1;?! at location A2 (Fig. 2b)'tolenergize the code controlled relay LHS.

With positive' energy applied tothe terminal 5 of unit 'l-f-'Z atrlocation A2, the 4relay'LtvHS is picked up overa circuit includingcontact FN- |43 and 'the back contacty AFP-'mty "When relay LSHS isfirst picked up, the 'traiic locking circuit is conditioned as requiredto establish westbound trac by energizing the directional relay .8F andtherepeater relay SFP. To be explicit, the traffic locking circuit nowformed extends from battery 27 at location Al over winding of relay SFP,back contactvdF-MQ, back contact FFS-|50, contact 3N-l5l, backcontact`R4HS-I35, front contact 5TH-H3, 'line Wire k2li through thecontact f'1R;98, front contact STR- 93, front contact L8HS-'-"l52,contact-'lN-I' Winding of relay BF, contact 'IN- 154, iront contact'LEES-|55, front contact STR-H8, line Wire 25 through Contact 'rn- 99,from; Contact ara-H1, back' contact 'RGHS-l, contact :iN-l5?, backcontact 4FS-l58, back contact iF-453 and to battery "21. lWith thedirectional `relay 8F thus energized, the stick circuity for relay LBHSis completed at front contactSF-LIED (Fig. 2b), so that the relay LBHSremains energized in response to the code signal. "On the next step inthe operation, the signal control relay LA8H is picked up (Fig. 1b), itscircuit being completed at front contact 8\1-I5l and front contactsL8HS-l62 and LUIS-H53, as Will be Vunderstood from an inspection of Fig.1b. Relay LASH on picking up causes the signal LA8 to be operated todisplay a proceed indication.

l Thetrain upon advancing past the signal LA8 to 'enterfthe section 9Tshunts rthe track relay BTB. yandthe Ytrailic locking circuit is openedat Vfront-contacts S13 and H8 of Vrelay STR, so that relay v8F vrisdeenergized and releases at the end Iof its slow release period.

Since the-relay 8F is slow releasing, the trac following relay SFS ispicked up during the interval between the release of the track relay STRandthe release of the directional `relay 8F, the pick-up circuit y'forrelay FS being formed at back Contact vSTR-itl and front contactBFL-|66. Relay 'BFS retained energized subsequent to the release ofrelay 8F over its stick circuit including thefback contact 8F-l68. Therelays LSHS and LABH are also both Vdeenergized and released in responseto the train entering the section 9T, since front contact STR-|64 isinterposed in the stick circuit of relay LSHS and front contact TRff-lis interposed in the circuit for relay LASH. In this connection, it isto be pointed out that relay LSI-IS is provided with a shunt pathincludingfro-nt contact STR- 181, so that the relay is slow releasingand does not release dur- "ing/*the energizing of thev directional relay8F to close the :stick circuit for relay LBHS, the slow release featureis removed when the train enters the section 9T, and release of relayLSI-IS before the vrelay ySF-S picks. up to close at its front contact|69 another path in the stick circuit 'of relaylLI-Isfisjassured.

*To `permit asecond ywestbound train to movey picked up, the signal LABis again operated to display a proceed indication. It is to beunderstood, of course, that the signal control relay LABH will also begoverned by apparatus of the automatic signal system in accordance withstandard practice.

When the crossover 9C is moved to its reverse position and crossover 'ICis normal, the signal L6 would be eiective for governing Westboundmovements over the track WB. 'Under these conditions, the operator sendsa code signal effective to operate unit S- at location A-Z (Fig. 2b) toselect the relay LHS. With relay LSHS picked up in response to positiveenergy appearing at the terminal 5 of the associated unit 3 4, thetraffic locking circuit is conditioned to energize ydirectional relay 8Fto establish westbound traffic. The traic locking circuit is the same astraced in connection with the operation of signal LAB, except atlocation A2 the network now formed includes the following elements fromline Wire 24 (Fig. 1b): front contact STR-93, back contact LEES- tlfront contact TTR-9|, front contact LEES-M3, contact SR-I'll, contactIN-|53, Winding of relay 8F, contacts 'IN- |54 and 23R-|12, frontcontact Mills-13, front contact TIR-|14, back contact L8HS-I I9 andfront contact TR-i lil to the line Wire 25. Directional relay 8F nowpicks up and completes the stick circuit for the code controlled relayLGHS at front contact iF-H5, contact .13R-|88 and front con.- tactITB-willi being also interposed in the stick circuit. As the next step,the signal control relay LI-I receives current over front contact 8F|6l,contacts QR--I'l and iN-lll, as Well as the two front contacts H8 and|19 of relay LBHS. Relay LEI-I on picking up causes the operation ofsignal L6 to a proceed position.

When the train enters section 7T to shunt track relay TTR, the trailclocking circuit is opened at front contacts Si and H4 of relay TTR, andthe directional relay 8F is released, the same as before. Since contactSBR-ISF) is vnow closed, the shunting of track relay 'PTR to close itsback Contact it completes the pick-up circuit for the raiiic followingrelay BFS and that relay is picked up duri-ng the release period of thedirectional relay BF and is then held energized over the stick circuitincluding back Contact 8F-l68. The relays LSI-IS and LSH are bothdeenergized in response to the train entering the track section l'T,since the stick circuit for relay LEHS is opened at front contact'ETR-I9! and relay LHS upon releasing opens the circuit for relay LSH atfront contacts H3 and |19.

To permit a following movement past signal L5 over crossover 9C and tothe track WB, the operator sends va new code signal for operating theunit 3-4 at location A2 to energize relay LSI-IS,y relay LSI-IS beingnow provided with a stick circuit completed at front contact BFS-IGZ andcontact SR-IBS. With relay LGI-IS thus selected, the relay LH is pickedup by virtue of the circuit completed at iront contact SFS-Ill) and thefront contacts |78 and H9 of relay LSI-IS. With relay LSH picked up, thesignal L6 is operated to a proceed position.

It is clear that the relays 8F and BFS function to prevent a hiddenlockout condition in respect to the rela-ys LSI-IS and LSI-IS, in thesame manner as described for relays 4F and GFS in coniin IBD

' stretch, means governed by each code relay when f connection with thecode controlled relays R21-ISy and R41-IS at location Al, and thedescription need not be repeated.

Although I have herein shown and described only one form of apparatusembodying my invention, it is understood that various changes andmodifications may be made therein within the scope of the appendedclaims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. Railway traffic controlling apparatus in cornbination with a stretchof track comprising, a signal at each end of the stretch for governingtralc into the stretch, a remote controlled relay for each signaleffective whenenergized to cause operation of the signal, a trafficlocking circuit for the stretch responsive to a train occupying thestretch and including a directional relay at each end of the stretch,means governed by each remote controlled relay when operated to condition the traic locking circuit for energizing the directional relay atthe same end of the stretch,

a stick circuit for each remote controlled relay 2. Railway trafficcontrolling apparatus in combinatio-n with a stretch of trackcomprising, a signal at each end of the stretch for governing tralc intothe stretch, a code controlled relay for each signal effective whenpicked up to cause operation of the signal, a traffic locking circuitresponsive to trahie conditions of the stretch and including adirectional relay at each end of the operated to condition the trafficlocking circuit for energizing the directional relay at the same end ofthe stretch, a stick circuit for each code relay including a frontcontact of the associated directional relay, a traffic following relayat each end of the stretch energized when a train enters the stretch atthe corresponding end, a stick circuit for each tranic following relayincluding a back contact of the directional relay located at the sameend of the stretch, and a front contact of each traiilc followingrelayinterposed in the stick circuit of the associated code relay in multiplewith said front Contact of the associated directional relay.

3. Railway traflic controlling apparatus in combination with a stretchof track comprising, a signal at each end of the stretch for governingtrains into the stretch, a control relay for each signal provided with aremote controlled pickup circuit and a local controlled stick circuit,ay

traic locking circuit including the directional relay at each end of thestretch for selecting the train enters to be respectively deenergizedand energized, front contacts ofthe directional relay and trail'icfollowing relay interposed in multiple in the stick circuit of theassociated control relay, and another contactinterposed in the stickcircuit of each control relay which is operated in response to a trainentering the stretch at the corresponding end, whereby a control relayis released when a train enters the stretch and may be reenergized bythe remote controlled pick-up circuit and retained energized by itsstick circuit for operating the signal for a following train.

4. Railway tramo contro-lling apparatus comprising, a stretch of railwaytrack formed with a detector track circuit at each end, a track relayfor each Ytrack circuit, a signal at each end of the stretchY forgoverning trains entering the stretch, a control relay for each signalprovided with a code controlled pick-up circuit and a stick circuit, atraiiic locking circuit including a directional relay at each end of thestretch for Selecting the direction of traffic, means controlled by eachcontrol relay when picked up to4 condition the traffic locking Vcircuitforenergizing the directional relay atV the same end of the stretch, atraffic following relay at each end of the stretch, means controlled byeach track relay when shunted to deenergize the associated directionalrelay and toY energize the associated trafc following relay, a frontcontact of each track relay interposed in the stick circuit of theassociated control relay to release the contro-l relay when a trainenters the section, and front contacts o-f the directional and trainofollowing relays at each end interposed in multiple in the stick circuitof the associated control relay to protect against a hidden lockoutcondition.

' 5. Railway traflic controlling apparatus comprising a stretch ofrailway track formed with a detector track circuit-at each end, a trackrelay for each track circuit, a signal at eachendof l the stretch forgoverning trains into the stretch, a control relay for each signalprovided with a remote ,controlled pick-up circuit and a stick circuit,a trac locking circuit including a slow release directional rel-ay ateach end ofV the stretch for selecting the direction of trac, meanscontrolled by each vcontrol relay when picked up to condition thetraiiic locking circuit for energizing the directional relayat the'sameend of the stretch, a trafc following relay at each end of the stretch,a front contact of each track rel-ay interposed in the locking circuitto deenergize the selected directional relay when a train enters thestretch, a pick-up circuitof each traffic following relay including aback contact of the associated track relay and a front contact of theassoci-ated directional relay, a stick circuit for e'ach traic followingrelay including a back contact of the associated directional relay, andtwo branch paths for the stick circuit of each control relay one ofwhich serially includes frontY contacts of the associated trackranddirectional relays and the other of which includes a front contact ofthe associated trail-lc following relay.

6. Railway tralic controlling apparatus in combination with a stretch ofdouble track r-ailway having an eastbound track and a westbound trackand each track of which is provided with automatic` signals forgoverning traffic in the normal direction of traflic comprising, acrossover located at one end of the stretch, a signal located adjacentthe crossover'to govern trains overthe eastbound track in the normaldirection of traflic with the crossover set in one position and to dblock signal'.`

govern trainsl over the westbound track against traiiic with thelcrossoverr set in itsiother position, a ni'a111uajl1yk operable controlunit, means governedjointly by said unitv and by said one position'ofthev crossover to operate the signal as a Senn-'automatic signal, andother means gov- 4ernedjointlyby said unit: and said other position oi'the crossover toi operates the signal asa manual j 7. VRailway trafficcontrolling apparatusL in combination with a'stret'ch ofdouble trackrailway'having aV crossover at one end* of the stretch k andthe track onwhich traino norm-ally moves t at' away'l from said one endr through thestretch provided with automatic signaling apparatus cornprising,ej'signal located adjacent the crossover to direct traffic tothe trackprovided with automatic` signaling apparatus whenu the crossover is"lset at oneposition and; tofdire'ct traiiic to theA other trackmformovement through' the stretch against' traic' Ywlfientlier crossoverisset at its other position, a manually operable control unit, meansgovernedljointly-by s'aid unit and by said one position of the crossoverrto control thesignal asi a semi-automatic signal, Vand other meansylgov'ernedfjointly by said'l unit and'saidl other position of thecrossover to control thesignal as a manual block signal. l

` l 8`. Railway traffic controlling apparatus in combination witha'stretch 'of double track railjvva'y each track ofwhich is providedwith automatic signals for governing traic'in the normal direction oftraiiic, a crossover located at oneA end of' thejstretch comprising, asignal located adjacent the crossover to govern traffic into theystretch V,ir'irthe normal directioni'of'trafiic with the crossov'erjfsetin one position'and against traic with thecrossover set in its otherposition, a first andV afy second code controlled relay operatively'connected with a remotely controlled coding unit located adjacent thecrossover, means governed Y jointly by said iirstrelay when selected bythe coding unit'and by'said one position of the crossover-*tov operate`the signal as a semi-automatic signal, and means governed jointlybyboth of said-lrelays'when selected by the coding unit and by said otherposition of the crossover to operatev the signal as a manual blocksignal,

95 Railway traiic controlling apparatus in combination with a str-etchof double track railway each tracky of which is provided with automaticsignals for governing traiiic in the normal directionY of traiiic"comprising, a pair of crossovers located at one end of the stretch, twosignals one 1 yfor 'each track located adjacent the crossover and eachofsaid signals adapted to govern trafc into the stretch either` in thenormal direction of traino orv against traliic according to the positionofthe crossovers, control apparatus located adjacent the crossover,manually operable from a remote" station, means governed jointly by saidc control apparatus and said crossovers when the crossoversarepositioned for trains to move tothe track o'n which traiic moves fromthe Crossovers inthe normal direction of tra'ic for selectivelyoperatingY the sigr'i-als as semi-automatic signals, and other meansgoverned jointly by said control apparatus and said crossovers whenvthecrossoversv are' positioned fortrains to move to the track on whichtraiiic moves away from the crossovers-against the'normal direction oftrac for selectively'operating vthe signals as manual block signals. Y

- V10.r Railway traic controlling apparatus in combination with astretch of double track railway each track of which is provided withautomatic signaling apparatus for governing traic in theV normaldirection of traic comprising, a crossover located at one end of thestretch, a sig'nal located' adjacent the crossover to govern traino intothe stretch in the normal direction of traffic with the crossover set inone position and against traino with the crossover set in its otherposition, a remote controlled coding unit located adjacent thecrossover, a first code controlled relay and a call-on code controlledrelay operatively connected with said unit, means governed jointly bysaidrst relay and said one position of the crossover to operate saidsignal as a semi-automatic signal, means governed jointly by said tworelays and said one position ofthe crossover to operate the signal as acall-on signal, and other meansy governed jointly by said two relays andsaid other position of the crossover tooperate the signal as a manualblock signal.

ll. Railway trahie controlling apparatus in combination with a stretchof double track railway having a crossover at one end of the stretch andautomatic signaling apparatus provided for the track on which traicnormally moves through the stretch from sai'cl one end comprising, a rstsignal located adjacent the crossover to direct traic to the trackprovided with automatic signaling apparatus when the crossover is set atone position and to direct traiiic to the other track for movementthrough the stretch against traffic when the crossover is set at itsother position, a second signal located adjacent the other end of thestretch to direct trafc into the stretch on said other track, a tramolocking circuit responsive to`A traiiic conditions of said other track,a remote controlled unit located at each end of the stretch'v forselective operation from a remote statiommeans governed by each unitwhen selected and said other track is unoccupied to condition thetraiiic locking circuit to establish traiiic from the end of theselected unit and to control the associated signal, and means governedby said onev position of the crossover to render the associated unitineffective to condition the locking circuit and to cause the unit tocontrol said Lone signal as a semi-automatic signal.

l2. Railway trailic controlling apparatus in combination with a stretchof double track railway having a crossover at one end and automaticsignaling apparatusV provided for the track von which traffic normallymoves through the stretch from said one end comprising, a signal locatedadjacent' the crossover to direct traic to the track provided withautomatic signaling apparatus when the crossover is set at one positionand to direct traiiic to the other track for movement throughr thestretch against tralic when the crossover is set at its other position,a traffic locking circuit responsive to traffic conditions of said othertrack, two control units one at each end of the stretch and capable ofbeing selectively operated from a remote station, means governed by eachunit when operated to condition the locking circuit to establish trainofrom the end of the operated unit, means governed jointly by the unitadjacent the crossover and said'one position of the crossover to controlthe signal as a semiautomatic signal; means governed by the unitadjacent the crossover, said other position ofthe crossover and saidlocking circuit to control the signal as a manual block signal byestablishing a clear manual block signal when said other track signalwhen said other track is occupied.

--= automatic slgnalmg apparatus when the cross- 13. Railway trafficcontrolling apparatus in combination with a stretch of track providedwith automatic signaling apparatus for governing traic through thestretch in the normal direction of vtra'rc comprising, a signal at eachend of the stretch, a traic locking circuit for the stretch including adirectional relay at each end, two remotely controlled relays one ateach end of the stretch and capable of selective operation from a remotestation, means governed by each remote controlled relay when operatedand the stretch unoccupied to condition the locking circuit forenergizing the directional relay at the end of the operated remotecontrolled relay to establish trafc from that end, means controlledjointly by the directional and remote controlled relays adjacent thenormal entrance end of the stretch to operate the corresponding signalas aV semi-automatic signal, and means governed jointly by thedirectional and remote controlled relays adjacent the' normal exit endof the stretch to operate the corresponding signal as a manual blocksignal.

14.-. Railway trafiic controlling apparatus in combination with astretch of double track railway having a crossover at one end ofthe-stretch and the track on which traffic normally moves away from saidone end through the stretch provided vvith automatic signaling apparatuscomprising, a signal located adjacent the crossover to direct trailic tothe track provided with automatic signaling apparatus when the crossoveris set at one position andvto direct traffic to the other track formovement through the stretch against traffic when the crossover is setat its other position, control apparatus located adjacent the crossovercapable of operation from a remote station, means governed by saidcontrol apparatus to operate the signal as a semi-automatic signal whenthe crossover is set at said one position and as a manual block signalwhen 'the crossover is set at said other position, a irst indicationmeans responsive to said signal when operated as a semi-automatic signalto indicate at the remote station the position of the signal, and asecond indication means responsive to the signal when operated as amanual block signal to indicate at the remote station the position orthe signal.

15. Railway traiic controlling apparatus in combination with a stretchof double track railway having a crossover at one end of the stretch andthe track on'which traic normally moves away from said one end throughthe stretch provided with automatic signaling apparatus comprising, asignal located adjacent the crossover to direct trailic to the trackprovided with overris set at one position and to direct traflic to theother track for movement through the stretch against traffic when thecrossoverl is set adjacent the crossover capable of operation from atits other position, control apparatus located a remote station, meansgoverned by said control apparatus to operate the signal as a semi-auto-`matic signal when the crossover is set at said one operated as asemi-automatic signal to indicate at the remote station the position ofthe signal, and

a second indication means-controlled in part by said other position ofthe crossover to indicate at the remote station the position of thesignal when operated as a manual block signal.

16. Railway traiiic controllingA apparatusv in combination with astretch of double track railway having a crossover at one end of thestretch which is set at one position for movements into the stretch inthe normal direction of traiiic and is set at the other position formovements into the stretch against traflicl comprising'a signal locatedadjacent the'crossover kto govern ltraizlc into the stretch, controlapparatus located adjacent the. crossover capable of operation from aremote station, operating means governed jointly by said controlapparatus and said other position of the crossover to operate the signalas a manual block signal, said meansroperative to establish a clearmanual block signal when the stretch is unoccupied by a train movingagainst K trac and a permissive manual block signal for a second trainmoving against traiiic, and indication means controlled by said'Voperating means to indicate the clear and permissive positions of thesignal at the remote station.

17. Railway traic controlling apparatus in combination with a stretch ofdouble track railway having a crossover at one end ofv the stretch whichis set at one position-for movements into the stretch in the normaldirection-of traic and is set at the other position for movements intothe stretch against trafc comprising, a signal located adjacent thecrossover to governk traic into the stretch, control apparatus locatedadjacent the `crossover capable of operation from a i remote station, asignal control relay and another relay effective when both are energizedto cause the signal to display a clear signal and when saidV signalcontrol relay is energized and said other relay is deenergized'to cause,the signal to display a permissive signal, means governed jointly by thecontrol apparatus and said other position of the crossover toselectively energize said signal control relay and said. other relayaccording to traffic moving through the stretch against trailic,v

into the stretch, control apparatus located adjacent the crossovercapable of operation from a remote station, a traffic locking circuitresponsive to traffic conditions of the track on which movements aremadefrom said crossover against trafc and including a directional relayeffective when energized'to establish movements against traffic, meansgoverned by said control apparatus to condition the traic lockingcircuit for energizing said directional relay, operating meanscontrolled jointly by said directional relay and said control apparatusfor. operating the signal to either a clear or a permissive position,and

indication means governed by the locking circuit to indicate at theremote station when a train occupies the stretch moving against trailic.

Y Y, Y JAMES J. VANHORN..

